Brake



Jan. 17, 1939.

L. E. LA` BRIE BRAKE Filed Aug. 16, 1935 '7 Sheets-Sheerl l a 4 4 VII/III,

INVENTOR. naaf/P A59/f BY $2( 4 m l.. O.

A TI'ORNEYax Jan. 17, 1939. l E LA BRlE 2,144,024

BRAKE Filed Aug, 16, 1935 7 Sheets-Sheet 2 INVENTOR.

l maf/P f: M55/f Jan. 17, 1939. 2,144,024

L. E. LA BRIE BRAKE Filed Aug. 16, 1935 4'l' Sheets-Sheet 3 IN VEN TOR.

7 BY 2km m -'vy ATTORNEY Jan. 17, 1939. L.. E. LA BRIE 2,144,024.

BRAKE Filed Aug. 16, 1935 '7 SheefS-Sheet i4 IN V EN TOR.

l 0065/? E. 95E/E BY jhm Ui /CUFX ATTORNEY Jan. 17, 1939. L. E. LA BRIE2,144,024

' BRAKE v Filed Aug. 1e, 1935 7 sheets-sheet 7 .IN V EN TOR.

ATTURNEY Patented Jan. 17, 1939 UNITED sTATEs PATENT oEFiCE BendixProducts Corporation,

South Bend,

Ind., a, corporation of Indiana Application August 16, 1935, Serial No.36,477

14 Claims.

This invention relates to brakes for motor vehicles and moreparticularly to power means for operating vehicle brakes, where thepower is derived from some rotating part of a vehicle, preferably adrive member which is in constant drive relation with the vehiclewheels.

As is well understood in the art, the operation of vehicle brakesrequires considerable expenditure of energy upon the part of theoperator, particularly where the vehicle is of the heavier type. Theinvention has to do with providing a mechanism for employing the energyof the moving vehicle for applying the brakes, the mechanism includingan operator controlled friction device adapted to take off a brakeoperating torque from the propeller shaft of .a vehicle or some otherrotating part from which a. brake operatingtorque may be obtained. Moreparticularly the-invention has to do with the employment of a disc typefriction device for developing `torque and novel'linkage and apparatusfor controlling the frictional engagement of the disc device and forconverting the torque derived from the friction device and transmittingthe same to brake operating linkage.

Accordingly, an object of the invention is to provide an improvedfriction device including a control therefor for developing a brakeoperating torque and means for transmitting the torque to the vehiclebrakes. i

Another object of the invention is to provide a ,friction device of therotating disc type which device may transfer torque from the rotary partof the device to energize a vehicle wheel brake linkage to any desireddegree in accordance/with the actuation of a control member.

A further object of the, invention is to provide in a friction deviceofthe disc type for developing energy for actuating wheel brakes, acontrol therefor which will require a movement or energy which mayalways be proportional to the energy to be applied to the wheel brakesby the friction device.

A still further object `of the invention is to provide various modifiedforms of apparatusv for accomplishing `ysome or all of the aboveobjects, among others, as will hereinafter appear, all of which modifiedforms readily lend themselves to commercial use as will readily appear.

The above and other objects and novel features of the invention willappear more fully hereinafter from the following detailed descriptionwhen taken in conjunction with the accompanying drawings. It isexpressly understood, however, that the drawings are employed for pur-(Cl. 18S- 140) poses of illustration only and are not designed as adefinition of the limits of the invention, reference being had for thispurpose pended claims.

to the ap- In the drawings, wherein like reference numeralsindicate likeparts:

Figure 1 isa side view partly in section of a power brake operatorillustrating the rangement thereof. The parts in general arsection aretaken on the line I-I shown in Figure 2;

Figure 2 is a section taken on the Figure- 1 showing the detailsthereof;

line 2 2 of Figure 3 is a section through a modified form of poweroperator arranged coaxial on a vehicle transmission shaft;

Figure 4 is a transverse section taken on the une 4 4 of Figure 3illustrating thereof;

the details Figure 5 is a transverse section taken on the line` 5--5 ofFigure 3 illustrating fur thereof;

ther details Figure 6 is a longitudinal section taken through anothermodified form of power operator, the same being arranged coaxial on avehicle transmission shaft;

ure 6, the shaft and housing being cu Figure 8 is a top view of the forma portion of the casing being cut away and a part of the mechanism beingshown Figure 9 illustrates an end view of Figure 'I is an end view ofthe form of Figt away; of Figure 6,

in section; a gear and cooperating member of the modification of Figure6;

Figure 10 illustrates a section taken through rthe gear and member ofFigure 9;

mounting on a transmission shaft;

Figure 12 is an end view of the form of Figure 11 with the casing shownin section;

Figure 13 is a longitudinal section similar Figure 11 but provided withfree wheeling;

Figure 14 is a slightly modified and simplified form of powertake-offofrthat shown in Figure 11; and

Figure 15 is another modified form of a power take-off readily adaptableto the modification" of Figure 11.

Referring to the drawings and more particularly the modificationillustrated in Figures 1 and 2, there is shown a portion ofaniautomotive vehicle transmission gear box 20, to the rear of which issecured a housing 22 enclosing a suitable worm and worm gear drive.

Within the housing and splined to the main drive shaft 24 of the vehicleis provided a multi-thread worm 26 meshed with a worm wheel 28 securedand splined upon a short transverse shaft 30 carried in bearings 32 and34 in the housing 22.

On one side of and secured to a flange 36 on the housing 22 is a secondhousing 3B which carries therein a short stationary stud shaft 40coaxial with, but terminating short of, the shaft 30, which latter shaftextends part way into the second 'housing 38. A spider 42 adapted tocarry a pair of oppositely dished annular friction discs 44 splinedthereto, but free to move axially, is secured for rotation with theshorty transverse shaft 30 carrying the worm wheel 28.

Mounted on the short stub shaft 46 is a pair of relatively stationaryfriction discs 46 and 48, which, although'free to rotate, areconstrained to rotate through a small angle only as will hereinafterappear. The friction discs are provided with spacing springs 50 set inrecesses 52 and 54 and pins 56 which prevent relative rotation betweenthe discs. The disc 46 is also provided with a sleeve 58 on which iscarried a rock lever 60 which is free to rotate relative to the sleeve.

Between the disc 46 and its sleeve 58 there is provided a device foreffecting an axial thrust against disc 46 to cause discs 46 and 48 togrip the rotating annular friction members 44. For accomplishing thisresult, an operating lever 62 is loosely journalled on the stub shaft 40and is provided with suitable conical sockets 64 which are complementaryto similar sockets 66 arranged in a thrust collar 68 which is heldagainst rotation relative to the stub shaft 40 by a pin l0. Thrust ballsare jointly received in the sockets 64 and 66 so that relative rotationbetween the lever 62 and collar 68 spreads the same axially. A suitablethrust bearing l2 is positioned between the lever 62 and the sleeve 58of the friction disc 46 and a second thrust bearing 'i4 is positioned onthe end of the stub shaft to carry the axial reaction of the frictiondisc 48.

Carried by the friction disc 46 is a crank pin '|6 carrying a roller 18.Bearing against this roller is a projecting arm on lever 60 and a secondlever 82 individuallyY fulcrumed on a pin B4 carried in the housing 38.The lever 82 is provided With a bell crank arm 86 which is connected bya link 88 to a lower extension of the lever 60.

For operating the control lever 62 which is fragmentally illustrated inFigure 1, a flexible cable 00 is provided which passes through a hollowflexible tube 92 secured `to the casing by a threaded hollow plug member94. The cable is secured to the lever by means of a clevis 96 andrelease position is normally maintained by a spring concentricallyarranged around the cable between the clevis 96 and the plug 94.

Power isderived from the device by a cable 98 secured by a clevis |00 tolever 60 and the cable suitably extends out of the housing through ahollow plug |02 to make connections with any suitable brake linkageconnected to wheel brakes.

The operation will be easily understood from the foregoing, thetransmission gear shaft 24 constantly driving through worm 26 and gear28, the spider 42 and annular friction discs 44, so that so long as thevehicle moves or tends to move torque is transmitted to friction discs44. Tensioning the cable 90, which may be suitably connectcd to a brakepedal, will cause the rotation of lever 62, causing the balls, 65 whichare retained in the conical sockets 64 and 66, to climb out and spreadthe parts. Such action thrusts the discs 46 and 48 into engagement withthe rotating discs 44, thus producing or transferring torque to thediscs 46 and 48 and to crank pin '|6. If the rotation becounterclockwise, lever 60 is rotated directly counterclockwise,tensioning cable 98 to apply the brakes. Should rotation of the frictiondiscs be clockwise, rotation of lever 60 is still counterclockwise sincethe torque is transmitted through the lever crank 82 and link 88. Thus,regardless of rotation direction, a brake application of any degreel isproduced by the rotation of lever 62 to a corresponding degree. v

Referring to Figures 3, 4 and 5, in the drawings wherein a modified formof power operator is shown, it will be seen that the same is mountedcoaxial about a drive shaft |0 extending from the rear of thetransmission gear box 2. The shaft ||0 is splined at its inner end tocarry a spider ||4 which carries a pair of annular friction discs |6,the same being free to move axially with respect to the spider. Theouter end of the shaft is carried in a bearing ||6 mounted in a gear boxhousing extension |28, and the free end of the shaft carries the usualflange |22 for driving a universalijoint and propeller shaft, not shown.

In the present form, the stationary stub shaft |24 is hollow in form,permitting the shaft |||i to pass therethrough, and is preferably formedas a part of the housing |20. a

On the hollow stub shaft are a pair of relatively stationary frictiondiscs |26 and |26, pinned together as at |30, and urged apart by springs|32 set in suitable recesses, which discs are adapted to engage thediscs i6. The friction disc |26 is provided with a sleeve |34 havinggear teeth |36 thereon and a lever |38 freely and rotatably mountedthereon. Between the end of the sleeve and the housing, and rotatablymounted on the hollow stub shaft are a pair of levers |40 and |42 havingcollars with complementary conical sockets |44 and |46 with balls |45jointly carried therein. Suitable thrust bearings |44 and |50 areprovided on either side of the lever collars, and an end thrust bearing|52 is provided to carry the axial thrust of the discs |26 and |28.

In order to transmit brake operating torque from the friction discs |26and |28, the gear teeth |36 carried by the sleeve |34 mesh with a sectorgear |54 which is freely rotatably carried on a stub shaft |56 securedto the housing |20. Mounted on the same stub shaft |56 is a secondsmaller sector gear |58 which is freely rotatable thereon, and whichmeshes withya third sector gear |60 which forms an integrall part of thelever |38 journalled on the sleeve |34. The lever |38, by means of asuitable clevis |62, is attached to the brake operating cable |64.

In order that the sector gear |54 may drive the sector gear 58 whenrotating in a clockwise direction, an arm or lug |66 is provided,extending parallel to the stud axis |56 so as to engage a shoulder |68on the sector gear 58. It will thus appear that counterclockwiserotation of the friction discs |26 and |28 Will rotate sector gears |54and |58 clockwise and sector gear |60 counterclockwise so as to tensionthe cable |64. When the friction discs rotate in a clockwise direction,the lever |38 carrying sector gear permits overrunning of the link withrespect to the lever arm |12 during counterclockwise rotation of thefriction discs and the arm or lug |66 on the sector gear |58 obviouslyoverruns the shoulder |68 on sector gear |58 when the friction discsrotate clockwise.

As best shown in Figure 5, actuation of the brake operator isaccomplished by rotation of lever |40 relative to lever |42 so as toproduce axial thrust. A flexible cable |18 having a return spring |80threaded thereon is secured to the lever and adapted to extend out ofthe housing to a brake pedal or suitable control. Since actuationresults from the relative rotation of levers |40 and |42, lever |42is-extendedand provided with a roller' |82 engaging a cam |84 integrallycarried by the sector gear |58. As the sector gear rotates and the campermits the lever |42 to move clockwise, a certain amount of follow-upor feel is transmitted 'to the operating lever |40 through the balls|45, so that an operator may feel the extent of movement of the brakelinkage.

'for the sha-ft 200.

The above modification isone adapted to be` run in oil and no particularpartition is therefor provided between the transmission gears and thefriction device and a suitable drain plug |86 is provided in the casingat a low point so that the same can be flushed out from time to time.

The modification illustrated in Figures 6, '1, 8, 9 and 10 is similar tothat of those hereofore described, and is constructed particularly alongthe lines of the modification of Figures 3-5. The main drivetransmission shaft 200 extends out- -wardly from the transmission casing202 inc sun-` plemental casing 204 which carries a bearrig 206 The shaftcarries splined thereon a friction disc 208 having friction facings 2|0on either side thereof which are adapted to engage a rear face 2|2 ofthe transmission housing 4wall and the face 2|4 of a relaivelystationary disc 2|6. A hollow stud shaft 2 |8 carried by thehousing 204surrounds the shaft 200, and forms a' support for a sleeve 228 which isriveted to the disc 2 6. The stud shaft 2 I8 and the sleeve 220 areprovided with adjacent facing soulders 222 and 224 forming a jointannular recess 226 into which a washer 228 jointly bearing against saidshoulders is inserted and resiliently held in place by a coil spring 230also positioned in said annular recess and held in place bya shoulder232 on the end of the stub shaft.

To slide the friction disc 2|6 axially into engagement with the rotatingdisc 208, which incidentally causes said rotating disc to bear againstthe housing face 2 i 2 affording some positive braking eifect, there isprovided a pair of levers 234 and 236 having conical recesses 238 and240 with balls 239 jointly interposed therein, and suitable thrustbearings 242 and 244.

The collar 220 has keyed thereto a gear 246 meshed with a sector gear248 carried on 'a stub shaft 250. A second sector gear 252 on the shaft250 engages a sector gear secured to a sector plae 254 pivotally mountedon the sleeve 220.

' The sector gear 248 is adapted to drive the sector clockwise rotationof the friction discs.

In order to provide for effective actuation dur- There is thus providedan actuating means effective for ing counterclockwise rotation of thefriction discs, a second stub shaft 264 is provided which carries a pairof sector gears 266 and 268, the latter meshing with the sleeve gear246, and the former meshing with an internal sector gear 210 carried bya second sector plate 212 mounted closely adjacent ihe sector plate 254.The sector gears 266 and 268 have interengaging radial lugs such assuggested in Figure 9, so that sector gear 266 may only drive sectorgear 268 when rotating clockwise. The sector plate 212 is likewiseprovided wih a slot for the reception of the clevis pin 262 and isembraced by the clevis 260. Thus rotation of either disc in response torotations of the friction discs in either direction tension the brakeoperating cable 258.'

Actuation of the brake is accomplished by rotating levers 234 relativeto lever 236 by means of a cable 214 which may extend to a brake pedalor the like. Rotation of lever 236 is controlled by engagement of aroller 216 carried thereby with a double cam 218 integrally secured tosector gear 248. A double cam is required since the sector gear 248 mustnecessarily rotate in either direction, and by providing a cam whichwill permit lever 236 to turn clockwise as the brake is applied, afollow-up or feel is obtained.

A further modified form .employing the principles cf the foregoingmodifications is illustrated in Figures 11 and l2 and the modifiedFigure 13 is adapted for free wheeling. Referring to Figure 11, thetransmission drive shaft 300 is provided with a bearing 302 in the rearof the transmission casing 304, and thence extends'rearwardly throughthe hollow stub shaft 306 carried by the supplemental housing 308. Aspider 3|0 driven by the shaft 300 carries an axially movable annularfriction disc 3|2 which is adapted to be frictionally engaged betweenfriction discs 3|4 and 3|5 pinned at 3| 6 against relative rotation andprovided with springs 3|8 to normally'space the discs apart. A sleeve320 integrally secured to disc 3|4 is provided with teeth 322 which areadapted to engage complementary internal and external teeth 324 and 326arranged in the hol low arcuate recess 328 formed in the sector levers330and 332 respectively. Each of the levers are pivoted on a stud 334secured to the casing, and are provided with overrunning slots 336engaging a clevis pin 338 and embraced by a clevis 340 attached to anoperating cable 342.

Actuation of the brake is accomplished by rotating a lever 344 by anysuitable means and providing the same with conical recesses 346 adaptedto engage rounded pins 348 in the housing Wall.

Thrust is thus transmitted through bearing 348,

and reaction thrust is received by thrust bearing 350 at the end of thehollow stub shaft.

In Figure 11 a speedometer drive is shown at 352 and in Figure 13 a freewheeling unit 35,4 comprising a shell 356 splined to shaft`300 andhaving clutch rollers 358 is shown. A lock-out clutch 360 is shownadapted to engage the internal splines of the shell 356.

In Figure 14, Figure 11 has been modified so as to employ a singlesector gear-lever 310 with two clevises 312 and 314 each connected to asimilar brake shaft lever 316 and 318, and each clevis being providedwith a slot 380 and 382 to permit overrunning. In Figure 15 a simplecable wrap 388 on a drum 390 is sho-wn, the cable being fixed againstslippage at392. The cable being flexible, either end, when connected` asshown in Figure 14, may buckle or slacken providing for the requisitelost motion.

Although several embodiments of the invention have been shown anddescribed it is to be understood that the invention is not to be limitedthereto, but may be embodied in other mechanical arrangements and forms.As many changes may be made in the construction and arrangement ofparts, for example the substitution of equivalent elements in onemodication for those in another, as will be apparent to those skilled inthe art, reference will be had to the appended claims for a definitionof the limits of the invention.

I claim: m

1. A mechanical servo brake for automotive vehicles comprising avfriction device having a rotatable disc constantly driven by a rotatingpart of the vehicle, and relatively stationary discs, means for movingsaid discs axially into engagement with the rotatable disc, said meanscomprising relatively rotatable coaxial thrust members with alignedconical recesses in their adjacent faces, and balls jointly positionedin said recesses and a fixed support member hav- Aing spaced thrustshoulders and coaxially supporting said relatively stationary discs andmoving means between said shoulders.

2. A mechanical servo brake for automotive vehicles comprising afriction device having a rotatable disc constantly driven by a rotatingpart of the vehicle, and relatively stationary discs, means for movingsaid discs axially into engagement with the rotatable disc, said meanscomprising relatively rotatable coaxial thrust members with alignedconical recesses in their adjacent faces, balls jointly positioned insaid recesses, and means associated with saidrelatively stationary discsfor transmitting the torque received thereby to a wheel brake and afixed support member having spaced thrust shoulders and coaxiallysupporting said relatively stationary discs and moving means betweensaid shoulders.

3. A mechanical servo brake for automotive vehicles comprising afriction device having a rotatable disc constantly driven by a rotatingpart of the vehicle, and a relatively stationary disc, means forengaging said discs frictionally, said means comprising relativelyrotatable members coaxial therewith, one of said members having a facewith eccentric conical recesses, means having a spherical surfaceassociated with the other member adapted to ride in said recesses,whereby relative rotation produces axial spreading and a xed supportmember having spaced thrust shoulders and coaxially rotatably supportingsaid relatively stationary disc and engaging members between saidshoulders.

4. A mechanical servo brake for automotive vehicles comprising afriction device having a rotatable disc constantly driven by a rotatingpart of the vehicle, a relatively stationary disc, means for engagingsaid discs frictionally, said means comprising relatively rotatablemembers coaxial therewith, one of said members having a face witheccentric-conical recesses, means having a spherical surface associatedwith the other member adapted to ride in said recesses, a fixed supportmemberhaving spaced apart thrust shoulders, said support'membercoaxially rotatably supporting said relatively stationary disc and themembers of said engaging means whereby relative rotation between saidmembers produces axial spreading on said support member, and meansassociated with said relatively stationary disc for transmitting thetorque received'thereby to a Wheel brake.

5. A mechanicalA servo brake for automotive vehicles comprising acasing, a continuously rotatable shaft extending into said casing, astationary stub shaft carried by said casing and coaxial with saidrotatable shaft, means secured to the rotatable shaft for carrying anannular friction disc, relatively stationary discs on said stub shaft,and means for axially thrusting said discs into engagement with saiddisc, a crank pin carried by one of said discs, awlever coaxial withsaid stub shaft adapted to engage said pin during rotation in onedirection, an eccentrically mounted crank adapted to engage said pin inreverse rotation, and mea for connecting said crank to said leverwhereby rotation of the lever is always in the same direction regardlessof that of the crank pin.

6. In a mechanical servo brake for automotive vehicles, a transmissioncasing, a transmission shaft emerging therefrom, a housing around saidshaft carrying a stationary hollow stub shaft surrounding saidtransmission shaft, means on said stub shaft for frictionally engagingrotating means on said transmission shaft, and means for delivering auni-directional torque from said stub shaft means.

7. In a mechanical servo brake for automotive vehicles, a transmissioncasing, a transmission shaft emerging therefrom, a housing around saidshaft carrying a stationary hollow stub shaft surrounding saidtransmission shaft, means including discs on said stub shaft forfrictionally engaging rotating disc means on said transmission shaft,and means for delivering a uni-directional torque from said stub shaftmeans, said means including control means for thrusting both of saiddisc means into varied degrees of engagement.

8. A mechanical servo brake for automotive vehicles comprising a casing,a continuously rotating shaft passing therethrough, a hollow stub shaftsecured to said casing and enclosing a portion of said shaft, frictionmeans on said rotating shaft adapted to engage relatively stationaryfriction means on said hollow stub shaft, a gear on said stub shafthaving a crank connection to a wheel brake system, a gear xed to roc'kwith` said relatively stationary friction means, coaxial arranged sectorgears in engagement with said rst named gears and means for driving oneof said sector gears from the other in one direction only.

9. A mechanical servo brake for automotive vehicles comprisingfa casing,a continuously rotating shaft passing therethrough, a hollow stub shaftsecured to said casing and enclosing a portion of said shaft, frictionmeans on said rotating shaft adapted to engage relatively stationaryfriction means on said hollow stub shaft, a gear onsaid stub shafthaving a crank connection to a wheel brake system, a gear xed to rockwith ,said relatively stationary friction means, coaxial arranged sectorgears in engagement with said iirst named gears, means for driving oneof said sector gears from the other in one direction only, and `othermeans for driving said stub shaft gear from one' of said sector gears.

10. A mechanical servo brake for automotive vehicles comprising acasing, a continuously rotating shaft passing therethrough, a hollowstubshaft secured to said casing and enclosing a portion ofsaid shaft,friction means on said rotating' shaft adapted to engage relativelystationary friction means on said hollow stub shaft, a gear on said-stubshaft having a crank connection to a wheel brake system, a gear xed torock with said relatively stationary friction means, coaxial arrangedsector gears in engagement with said rst named gears, means for drivingone of said sector gears from the other in one direction only, and othermeans for driving said stub shaft gear from the sector gear in mesh withsaid friction gear means. l

1l. A mechanical servo brake for automotive vehicles comprising acasing, a continuously rotating shaft passing therethrough, a hollowstub shaft secured to said casing and enclosing a portion of said shaft,friction means on said rotating shaft adapted to engage relativelystationary friction means on said hollow stub shaft, a gear on said stubshaft having a crank connection to a wheel brake system, a gear fixed torock with said relatively stationary friction means, coaxial arrangedsector gears in engagement with said rst named gears, means for drivingone of said sector gears from the other in one direction only, anactuating lever rotatable relative to a second lever, and meansassociated therewith to axially thrust said rotating friction means intoengagement with said relatively stationary frictions means, and meansfor rocking said second lever in accordance with the rotation of one ofthe gears.

12. A mechanical servo brake for automotive vehicles comprising acasing, a continuously rotating shaft passing therethrough, a hollowstub shaft secured to said casing and enclosing a portion of said shaft,friction means on said rotating shaft adapted to engage relativelystationary friction means on said hollow stub shaft, a gear on said stubshaft having a crank connection to a wheel brake system, a gear fixed torock with said relatively stationary friction meansgcoaxial arrangedsector gears in engagement with said first named gears, means fordriving one of said sectors gears from the other in one direction only,an actuating lever rotatable relative to a second lever and meansassociated therewith toaxially thrust said rotating friction means intoengagement with said relatively stationary friction means, and cam meansforrocking said second lever in accordance with the rotation of thesector gear meshed with said stub shaft gear.

13. A mechanical servo brake for automotive Vehicles comprising arotatable friction disc, a rotatable shaftl therefor, a stub shaft inalignment therewith, rockable friction means thereon adapted forengagement with said friction disc, a pair of sector plates on said stubshaft having corresponding concentric arcuate slots, common meansslidable in the slots and cpnnected to a wheel brake system, and meansfor rotating one of said sectors in one direction in response torotation of said rockable means in the'same direction and means forrotating the other of said sectors in the same direction in response torotation y of said rockable means in the opposite direction.

14. A mechanical servo brake for automotive vehicles comprising arotatable friction disc, a rotatable shaft therefor, a stub shaft inalignment therewith, rockable friction means thereon adapted forengagement with said friction disc, a pair of sector plates pivotedeccentric to said stub shaft and having corresponding arcuate slots,common means slidable in the slots'and connected to a wheel brakesystem, and means for rotating one of said sectors in one direction inresponse to` rotation of said rockable means in the same direction andmeans for rotating the other of sai-d sectors in the same direction inresponse to rotation of said rockable means in the opposite direction.LUDGER E. LA BRIE.

